Railway car



March 18, 1 2 w. DEAN ET AL RAILWAY CAR Filed March 15, 1947 11 Sheets-Sheet 1 1L ll L i LL lLJQQ l ml JLJ @[:11@lJ.

Walter B. Dean *Hlb fi Cr Dean.

j t g4 I 9 YNVENTORIS Mm [.M

. ATTORNEY- Mar 8, 1952 w. B. DEAN ETAL 2,589,997

- RAVILWAY CAR Filed March 15, 1947 ll Sheets-Sheet 2 54. INVENTORY.

WaH'eY B. Dean BY Hlberf Cr. Demk ATTORN v W. B. DEAN ET AL RAILWAY CAR ll- Sheets-Sheet I5 INVENTORS.

Walter B. Dean amberi' Cr. DQcm BY W 4 ATTORNEY MarchlS, 1952 Filed March 15, 1947 March 18, 1952 w. BLDEAN ET AL 2,589,997

' RAILWAY CAR Filed March 15, 1947 l1 Sheets-Sheet 4 INVENTORS Walter 8. Dean y Elbert CIDecm.

A TTORNE Y March 18, 1952 w. B. DEAN ET AL 2,589,997

RAILWAY CAR Filed March 15, 1947 11 Sheets-Sheet 5 74 Hunh v 5 I v INVENTORS.

i Walcer 5. Dean i E -Qlberf 6.02am \v I A TTORNE Y March 18, 1952 w. B. DEAN ET AL RAILWAY CAR Filed March 15, 1947 11 Sheets$heej 6 INVENTORS.

Walter [5. Dean QlbQrf (102cm March 18, 1952 w. B. DEAN ET AL RAILWAY CAR 1]. Sheets-Sheet 7 Filed March 15, 1947 INVENT ORS. klalalter B. Dean lberc CT. Deam BY Mflduw ATTORNEY Mar I h 18, 1 w. B. DEAN ET AL 2,589,997

RAILWAY CAR Filed March 15, 1947 1 Sh t Sh ee 5- eet 8 NVENTORS. Pier 8 Dean ert Cr Decm.

ATTORNEY harf, w, //v/v///v March 18, 1952 w. B. DEAN ET AL RAILWAY CAR INVENTORS. Walter B. Dean mbert CI Deam We; 4. w

ATTORNEY ll Sheets-Sheet 9 Filed March 15, 1947 March18, 1952 w. B. DEAN ETAL 2,589,997

RAILWAY CAR Filed March 15, 1947 11 Sheets-Sheet l0 JNVENTORS Walner B. Dean Elbert CT. Dean.

ATTORNEY March 18, 1952 Filed March 15, 1947 W. B. DEAN ET AL RAILWAY CAR 11 Sheets-Sheet l1 PIG/U. Ni 45 i [:fi q) j J1 F 125 w? L j $1 G. 24L INVENTORS.

WQPL'EI B. De n miner if Cr. Dean,

ATTORNEY Patented Mar. 18, 1952 RAILWAY CAR Walter B. Dean and Albert G. Dean, Narberth,

Pa., assignors to The Budd Company, Philadelphia, Pa., a'corporation of Pennsylvania Application March 15, 1947, Serial No. 734,955

26 Claims.

The invention relates to a railway car and, more specifically'yto a railway car having part of its floor lowered relative to the adjacent floor portions and/ or being provided with two decks or floors. Still more specifically, the invention relates to the type of car called observation or dome cars in which the roof is provided with a largely transparent dome under which the passengers are carried on an elevated fioor.

The broad object of the invention is the general outlay and the construction of a railway car of the indicated type which copes successfully with the many problems presented by the interruption of the floor and/or the roof at the location for the lower floor section or for the dome, respectively.

More specific objects of the invention are a railway car of the indicated type which is light in weight yet strong, the component parts of which are simple and relatively few and can easily be assembled.

Among the more specific objects of the invention is also the construction of a car of the indicated type which permits, to a large extent, the use of the component parts made and employed for the building of standard cars, that is, cars that have an uninterrupted roof and floor construction.

A further specific object of the invention is a construction in which the stresses are efiiciently transmitted from one end of the lower floor region and/or the dome region to the other end without undue stress concentration.

Further specific objects of the invention are a construction which is free of obstacles interfer- I ing wtih the movement of the passengers, a construction which gives ample headroom on' the lower as well as on the upper fioor level, a construction which has a great seating capacity and ample accommodations for rest rooms, lounges, etc, and a construction which offers convenient access from the normal level to the lowered and the-raised floor levels.

In regard to the dome or observationarea it' is a specific object of the invention to ofier good visibility without impairing the necessary strengthof the structure. I f

A still further object of the invention is a construction which offers adequate roomfor ,accessories such as heating and air conditioning equipment The above briefly outlined objects and other objects and advantages are, according to the invention, largely attainedby a construction in which the stresses from the floor or roof sections adjoin- QTI ing the lower floor -section or the dome'section, are transmitted into the side walls by reinforcements of such sections and in which the side walls in the longitudinal regions of the lower floor and the dome are reinforced.

Somewhat more specifically, the invention consists in an underframe having a center sill of great cross sectional area and corresponding strength in the regions of normal floor level in combination with stron transverse members adjacent the lower floor section, and the invention also consists in the distribution of the stresses from the center sill three ways into the region with the lower floor section, one way being through a center sill of reduced height and cross sectional area, andthe other two ways being into correspondingly reinforced marginal structures, preferably side sills, forming part of the under f-rame and/or the side walls.

In the roof, the invention consists in the application of a similar principle, in that the roof regions adjoining the dome area are reinforced and the stresses are transmitted from these reinforced areas into the correspondingly reinforced side walls and partly only through the supporting structure of the dome.

Rather than attempting to give a complete outline of the objects, advantages and features of the invention, it is believed that a more complete picture and an easier understanding will be ob-- tained from the embodiment shown in the attached drawing and described fully hereinafter.

In the drawing,

Figure 1 is a small-scale side elevation of a railway car built in accordance with the invention;

Figure 2 is a diagrammatic longitudinal section through the same car and at the same scale the section being taken in the plane indicated by line 2- 2 of Figure 3; a

Figure 3 is a fragmentary diagrammatic plan view of the lower fioorregion and of the adjoining regions of normal fioor level, substantially along. lines 3-3 of, but on a larger scale than Figure2;

Figure 4 is a transverse cross section through the car, the section being taken substantially along line i4 of Figure 3 showing on the lefthand side the construction inthe dome region and on the right-hand side a section through the adjoining region with the dome in rear elevation;

Figure 5 is a fragmentary section through onehalf of the roof and dome unit corresponding in Figure 6 is a perspective diagrammatic view of the car shown in the preceding figures indicatin the general arrangement of the different floor sections, and of the bulkheads at the end of the dome region;

Figure '7 is an exploded view of the roof and dome unit, the side wall units and the underframe unit, which form the main component parts of as to indicate how the figures fit together;

Figure 10 is a fragmentary section along line l0l0 of Figure 9a;

Figures 11 and 12 are transverse sections along lines IIH and l2-l2 of Figures 9 and 9a, re spectively on a larger scale;

Figure 13 is a fragmentary perspective view of the supporting framework of the dome together with a fragmentary perspective and partial sectional view of the adjoining portion of the roof unit;

Figure 14 is a perspective, partially sectional fragmentary view of the dome skeleton together with adjoining reinforcing members for the remainder of the roof;

Figure 15 is a perspective fragmentary view of the roof region adjoining the dome, the outer sheathing being omitted in part so as to expose to View the underlying reinforcements;

Figure 16 is a perspective view corresponding to Figure 15 with the reinforcing-panelling omitted so as to show the supporting framework;

Figure 17 is another view corresponding to Figure 15, certain parts being shown in section so as to illustrate the cooperation of the different members shown in Figures 15 and 16;

Figures 18 and 19 are perspective fragmentary views of one of the ends andcorners, respectively, of the dome and the adjoining region of the roof, certain'parts being broken away in Figure 19 and shown in section so as to illustrate the relation of the different parts;

Figure 20 is a perspective view of one of the cover or deflecting panels shown in situ in Figures 18 and 19; V

Figure 21 is a diagrammatic small-scale plan view of the underframe unit indicating by shading such areas in which the strength of the floor pans is increased;

Figure 22 is a diagrammatic side elevation of the center sill construction on the scale of Figure 21;

Figure 23 is a stress diagram for the underframe indicating the distribution of the stresses over the length of the underframe in the center sill and in the side sills;

Figure 24 is a fragmentary diagrammatic side elevation at a larger scale of the center sills at the change-over from the normal-level floor to the low-level floor.

Construction and arrangement in general The illustrated railway car is builtup oi the following main subassembly units: the underframe unit U, a pair of side wall units S, a roof unit R, a dome unit D, the non-vestibule end wall unit NV, and the vestibule end wall unit V.

ill

At the non-vestibule end, the car has a floor section 25 at normal level extending over approximately one-fourth of the cars length. At the other end is a corresponding floor section 26 at normal floor level extending over about one-half of the length of the car. Between these two sections 25 and 26 is a lower floor section 21 over which is arranged the floor 28 for the dome. The floor sections end at and are in part supported by transverse bulkhead walls 29 and 3%]. The wall 32 is cut out for the entrance opening to the dome, which is accessible by means of the stair 3|.

The lower floor section 2! is connected with I the end floor sections 25 and 26, respectively, by

intermediate steps 32 and 33, respectively. The lower level 2! has at one side an aisle 34 and on the other side rest rooms 35 and 35. 31 is a baggage compartment accessible from the aisle 34. The aisle 34 is shielded by partition walls 38 formed as closet spaces 39 accessible by doors 4%). The floor sections 25 and 26 may carry ordinary coach seats 4| while the same or similar type seats 42 are arranged under the dome on the floor 28.

It will be understood that the invention is not restricted to the specific illustrated and described arrangement of seats, rest rooms, etc., but that such an arrangement is only given as an example. The basic construction of theillustrated embodiment lends itself to a great variety of passenger accommodations. The normalheight and/or the lower floor regions may be used for sleeping compartments. The lower floor section may house a lounge, at bar, or other recreational facilities. Yet, these possibilities are likewise merely given by. the way of examples and are not intended to be in any way restrictive as to the scope of the invention.

The underframe The construction of the underframe in the region of the normal-level fioors 25, 26 is shown to be very similar to the construction illustrated in the application of the co-inventor Walter B. Dean, Serial No. 588,866, filed April 17, 1945 for Underframe for Vehicles, Especially Railway Cars, now Patent No. 2,504,113, issued April 18, 1950. At each end, as shown in Figures 2 and 7, is an end underframe construction 43 having a transverse bolster 44 and center plate 45 for the support on the trucks 45 of which merely the wheels are diagrammatically shown. The end underframes have arms 41 (Figures 7 and 9) which extend inboard beyond the bolsters 44 and telescope with the outward ends of center sill portions 48 and 49, respectively. The cross section of these center sill portions and their connection with the end underframes is substantially identical with the disclosure of the aforesaid application.

The sill portions 48, 49 (see Figures 4 and 10 to 12) have outwardly facing channel section side walls 59 and an upwardly facing channel section bottom wa1l.5l fitting between the upstanding webs of the walls 51!, and a second substantially flat bottom wall 52 connected to the bottom arms 53 of the side walls and also to the web of the first-named bottom wall 5|. Special attention is directed to the flat form of the wall 52, the counterpart of which, in the aforesaid application, has a central bead or channel. This fiat form is important in connection. with certain features now to be described.

The fiat bottom wall 52 .extends uninterruptedly over the center sill sections 48 and 49 and across the lower floor region 21. It will be noted that the floor 21 is arranged at about the level of the wall or web 52.

The members 59 and 5| of the centersill sections 48 and 49 end at the bulkheads 29 and 39,.

respectively. In the region between the aforesaid bulkheads, the center sill is formed by the forizontal web 52, by two pairs of oppositely facing channel sections 54 and 55 and a second flat plate 56. The inner ones, 55, of the sections 54, 55 are secured to each other back-to-back while the upper arms or walls of all four sections are secured to the web 52 and the lower arms to plate 56.

I The members 54, 55 and 56 (see Figs. 2. '7, 9v and 9a) extend in both outboard directions a.

considerable distance beyond the lower floor region and the bulkheads 29 and 39. Inthe non-vestibule region, they extend to and partly overlap and are secured to the projections 41 of the end underframe. In the other direction, they extend for about the same distance but end on account of the greater length of the center sill secion 49 short of the end underframe and short of a cross bearer 51. This cross bearer 51 may be constructed as disclosed in the aforesaid application and does not require detailed illustration or description. Thef'ends of the sill'formed bythe members 52, 54, 55 and 56 are closed by transverse angle members 58. The

sill portion 49 is reinforced above the 'member 58 by brackets 59 (Figs. 9a and 11).

From the preceding description of the underframe, it becomes apparent that the center sill has end sections of great height and large cross sectional area, that in the dome region the center though obviously the center sill portion in the dome region has inherently much less strength than the end portions 48 and 49.

In addition to the transverse reinforcement afforded by the bolster beams 44 and the cross bearer 51,'the normal-height floor regions are reinforced by transverse floor pans 69 =constituting shear webs. These floor pansare. connected with each other and with the top flanges of the center sill side walls 59. In the regions of the steps 33 and 32, the normal-height floor pans are cut away and supplanted by corre-..: sponding floor pans 6|. firmly secured-attheir? inner ends by means of rails and brackets 62. to:

the adjacent centersillwallz59. In the section of the floor under the dome region, floor pans 63 have their inner ends telescopedintothe space between the top plate 52 and the' lower arms ofthe channel section members 54 (Figure.'l0).-

the supporting surface of the with the Consequently, pans 63 is at about the same level plate 52.

At the transitions from the normal-level J to the low-level floor regions, panels64; 65 (Figs. 9 and 9a), respectively, bridges thespa'ce'be-' tween the two levels and is firmly secured to the These panels 'con-.-.'=

floor pans 69, 6| and 63. stitute' shear webs and are connected with and extended by'the webs 66 and 61, respectively, which,'-together with the webs reinforcing an'gl'esection marginal rails 68, 69, form cross bearers.- The webs and members 64, 66, 68 and 65, 61,69

constitute, after final assembly, downwardextensions and integral parts of the bulkheads 29 and 39. Half way between the webs 66, 61

another similar web 19 with marginal reinforc-' ing angles 1| which is fitted between and secured to adjoining floor pans 63-Figures 2, '1, 9,

and 12.

I The inboard ends-of the center sill sections 48 and 49 are firmly secured by angle-section plates 68' and 69 to the webs 64 and 65, respectively. The continuous sill member 52 and the shallow sill members 54, 55, 56 extend through cut-outs of the webs 64, 66 and 65, 61 as well as of the web 19 and are secured to these webs by transverse angle sections" 12, 13-fisee Figures 10 and 12.

Shear panels 14, 15 constituting step risers connect the floor pans 69 with the floor pans 6| of the steps (Figs. 9 and 9a).

As indicated, the different webs and panels are additionally reinforced by profiles at certain locations, but it is deemed unnecessary'to describe in detail thesei'rather obvious subordinate features.

The normal-level floor pans have their ends telescopingly fitted and secured between the walls 14, 15 of the respective channel-section upper portion of the underframe side sills 16 (Figure 12) Each sill 16 has a downward angle-section extension comprising a vertical arm 11 and an inturned flange 18. 1 These sills and their connections with the fioor' pans 69 are substantially identical with the construction disclosed in the aforesaid application Serial No. 588,866, except for the fact that they are preferably made of heavier materiale.'=g.' about 0.200" thick-as compared with the about 0.125" thick material often used for corresponding ordinary cars.

On either side, the rail 16 is nested into two Z-section rails 19 and '89 which extend through the dome region and-therebeyond to lines 8|, 82 indicated in Figure '1. Secured to the outside of the outer vertical arms of the rails 19, is a bracket plate 93 having upward extensions 84...

These extensions, together with the inner vertical arm of the rails 19,'constitute a space for telescopingly receiving the lower ends of the posts and the diagonals of. the side wall units as will.

become apparent later on after the description of the side .wallunit's.

to said railsand tosaid members 85 so as to form an additional reinforcement of the underframe in the dome region and to form an uninterrupted extension of the skirts 89 provided, as now customary, in the regions of normal'jloor level- The downwardly extending arm of the rail 89' onthe aisle side has secured to it an angle-section rail 99 telescopingly fitting over and secured-- to the step floor pans 6| while the low-level floor pans 63 have their outerends telescopingly secured in the lower channel-section rails 81.

Each side sill structure of the underframe unit is further reinforced by an angle-section -plate 9| having a vertical outer arm bridging the open-- ing of the channel 'of rail 16 and beingfsecure'd to the vertical arm 11 of this railas'well asto the upstanding arm of rail 18 (Figures 10 and 12). This reinforcement 9| extends over "about 7 the. same; length. as; the-rails; 19;. 80. but. its; ends: are cut-entries the; insertion: of. the; normal-leyel; fiom: pan; The: space; between the: rails Bt'L-and: 8-1: may; be closed; in: thelow-level floor region by: an additional. plate 92; and" there. may: be pro; vided a heater or pipe duct 93, etc (Figure.;4);.

The; space under; the. low-level floor:- maybe employed; for: the: arrangement of; water, or; air: tanks: 94 oryof? other: equipment. Such; tanks or; other: equipmentare arranged. between; the; cross members 66, 6J.:and; 10.1. It,.will.be; noted, that allthesememhers' are welliwithin the, clearanceiliner 95. indicated; in; Figure; 121.

While: for the: greater. part of, the; lengthzoi: the; floor sections 25 and 26 the floor pans maybe: of? ordinary strength. (i. e..about1.0.5.0.-' thick), these;v floor: pans. are; of increased gauge; (es. g. about .25" thick) in. the; endregions and-the regions adjoiningithei bulkheads, 2 9. and; 3.0: as;indicated' by shadinain Figure 21. The: purpose: of: such increase'isto use; the floor. pans together; with. the bulkheads and; their. extensions; for:- transferring stresses from the center sil1:to; the side; walls. and vice versa;

From. the: foregoing: description and. the: appertaining illustration of. the:underframe unit,:iti' will: have becomecl'ear; thatithisunit inand byv itself: carries bufiing. and pulfing stresses: in the; end region through thezend underframes: andth'e; adjoining center silIs-48; 49iand'thatth'esestresses. are.- only in part taken. up byrthev lowered center sill in the dome region; whereas: the balancez of" the'stress is, in the domezregion', distributed" over. the floor: pans; the step pans, step risers. and" transverse webs totheside sills which, in; the' dome-region,- are heavily: reinforced? by side: sill members and panelling-which are added to the the transverse members; constituted in the em- .b'odiment by the floor pans are strongly reinforced so as" to transfer longitudinal stresses form thecentersill' to the-side-sillsandvice versa', and- Figure 22 indicates by the arrowsp and q the direction'of the stresses; Figure 23-showsthe relative magnitude of the stresses rover the length-sof'the underframe. The'location of the ceritenplateaxes is indicated by the lines "45;

In -Figure' 23, the curve t represents the total stress, the curve u the'stress'transferred by the sequently; the;- distance; between. the; planes. and. 11 is relatively smalL.

Actually there will scarcely be any; momentum. tube taken care of'bythev connection between the normal-level center sills;andthe-low-lever-center" sill onaccount of: the; hereinbefore; described. are rangement. of-- the normal-level floor panels: and, transmission. of stresses through these floor: panels. from the: normal-level center sillmeme bers: into the: side: walls. in; the dome region and vice versa. As illustrated especially in Figures: 2 .3, 23;, and: 24,; the: reinforced. floor pans. adjae cent. the; dome; region transmit: a. large.- portion of the stresses from the center sills. 48;. 49 into; the side. walls, see; curve. v in Figurerz3. This transfer of stresses by. the floorypansx takesplace; at. about. the top of; the. center -sill sections, 48, 49- at. a distance; 2- from the neutral plane 1: of: said; center. sillv sections. Obviously; the.

stresses 1;. transmitted. by, thefloor pans to r the.

side: walls; times-their distance, a from the. neutral plane: at. counteracts. the. stresses q; transmitted. by; the low-level, center. silLmember times center sill, and;the-curve'v the stress transferred 7 its. distance. a. from the. neutral plane as. The

structure: willbe-so' proportioned that the aforee said two. products of stresses. and distances from the neutral .plane xare exactly. or almost equal.

Finally any residual momentum zissafely; takencareof bygthe long; overlap between the difierent: center sill: sections as.- more fully illustrated in Figures-9 and 9a..

The, side wall units;

The side wall units S difier but siightly'f-rom the sidewall units of standard can construction;

They maybe substantially identicalwith the side wall-units disclosed intlie-co-inventor Walter B; Deans application Serial No. 585399, filed- March 31, 1945 for"Bod'y-' SideWallfor Vehicles", Especially Railway Cars now- Patentv No. 2,504,659; issued April 18 1950.

In' brief, the: side wall units: comprise longi tudinallyspaced posts 96 arranged between suc'= cessive' window. openings: 9], 98 and end posts. 99, shear panels I 00, top: chords l'll'l, abovewindow chords 1'02; a. chord l03ialong the: lower margin. of the window: openings. diagonals Hi4; and other reinforcements. The regioncor-res spending to the region between: the E lines: 811 and; 82of the underframe unitzis free'of a bottom-sill but: the end regionshave: a bottom sill" [05? of Z-section: nesting with its web and outer: downewardlydirected arm: oven the r-ail'li of'theundere: frameunit infinalfassembly. In the endfregion's', ther-posts99; diagonals I04; GU02, are'telescopingly secured between-the upwardly directed armiof the. raili 1.05 and outer gusset; plates: I06 and aarub: rail; 101;.

Uponrfinal assembly; thealowerends of-fthet-posts: and? diagonals; between the lines, 81; 82* which. are free of the;- bottom: sill; I05. ar'ei telescopingly fitted between. and: secured. to: the upstanding; portioniof the underframe railv 19'. and the: ex. tensions 84 of plate 83. However, the last'iposts: in;this1 region. arerf'ree; of; rail. I05. and plate-.83 and are; held" by gussets: l0 8;.secured in" the same: mannerrto the: underframezunit; aszthe. plate: 832. At. the meeting point of;-.the;rails:19- and; 105,. splicing plates; H19 areeprovided (Figure; 7)

It; will; be-i'notecl that; while the; lower; center sill'pcrtion: ends:- inboard' off the cross: bearer; 51", the.- sidezsill: reinforcements of the; underi'rame. unit;- extend in, outboard, direction-i beyond: the cross bearer. Thishelps imthe: transmission; of;

the-stresseswithout? undue. stress concentrations.

The roof unit the side sills H are interconnected by one pair of closely spaced-carlines I I6 and two further carlines H1, H8 (Figure 16). The carlines H8 define the opening for the insertion of the dome unit D. The carlines H6, H1, H8 are connected on their outside with a'shear panel H9, and the carlines H6 are connected on the inside with a web I20 so as to obtain a closed box-section.

'In addition, the carlines are interconnected by a pair of longitudinally extending upwardly facing hat sections I2I secured with their flanges to the shear panel I I9 and arranged underneath purlines I22 which-overlap the outboard region of the shear panel H9, are connected with all carlines H4 and the shear panels H5, and have their ends, in final assembly, connected to the collision posts of the end walls NV and V. The spaces between the corrugated panels H2 and the purlines I22 and the space between the two purlines I22 are covered by longitudinally corrugated sheet metal strips I23, I24 which extend from the ends of the roof unit close to the opening for the dome.

The carlines H6, H1, H8 are, furthermore,

interconnected in a region slightly above the side sills H0 by angle sections I25 having a vertical arm I23 with an inwardly and upwardly directed flange I21 and a lower outwardly directed arm I28 with a downwardly directed flange I29. These rails have their ends connected to the inboard carlines H6 and cut into the carlines I I1, I I8 which latter have their interrupted ends connected and reinforced not only by the rails I25 but also by gusset plates I30 and I 3I. The rails I25 are secured by. their flanges I21, I29 to the shear panel H9. This shear panel may consist of several plates connected with each other by their meeting margins into one integral structure. The carlines H1 and H8 are still further interconnected by short rails I32 arranged inwardly of the rails I2I Cut-outs I33 in the plates H9 in the regions of the inboard ends of the rails I25 serve to give access to the interior for effecting the connection between roof unit and dome unit, as will become apparent later on.

It will be easily understood that the roof unit so far described is quite similar to an ordinary .roof unit such as disclosed in the co-inventor Walter B. Deans application Serial No. 585,900,

filed March 31, 1945 for Body; Especially Roof for Vehicles Such as Railway Cars, now Patent .No.'2,504,11l; issued April 18, 1950, and that it may be connected with the side wall units as likewise disclosed in said application, that is, by connecting the roof side sills III] with the upper side wall chords IIII and by connecting the downwardly projecting members I I I, I I2, H3 with the side wall chords IIII, I02, the upper ends of the side wall posts'96, 99. and with the outboard 10 door posts formed on the end wall V. Actually, the dome unit D will be preassembled and then united with the roof unit R prior to the assembly of the roof unit with the side wall units S.

The dome unit The dome unit D (Figures 5', 13 and 14) has a plurality of longitudinally spaced intermediate carlines I34 and end carlines or frames I35. The downwardly extending ends of these carlines are interconnected on the outside by shear panels 01' plates I36, I31. Note that the carlines have their lower ends projecting beyond the lower margin of the plates I31. In the same region. the carlines are interconnected by hollow section members I38, I39, I40 extending between successive carlines. The inner adjacent margins of the sections I39, I40 and the insides of the carlines themselves are connected with through-running plates I4I, I42. The plate I4I extends a certain distance beyond the carlines I in outboard direction and the inner plate I42 extends a some- 7 what greater distance in the same direction, as

I39 and the bifurcations rails or mullions clearly visible in Figure 14. The projecting ends of the plates are further reinforced by a member I43 arranged in extension of the lower part of member I39. Still further, the extensions are reinforced by a vertical member I44.

The central portions of the carlines I34 are bifurcated at I45 so as to afiord an open space I46 for the passage of heating and air conditioning conduits (Figures 4 and 5). In this bifurcated region, the carlines are interconnected on' the outside by a shear panel I41 which extends in longitudinal direction a short distance downwardly beyond the carlines I35 and is continued by downwardly inclined members I48 which, upon final assembly, are arranged in about the same vertical longitudinal planes as the purlines I22 of the roof unit (Figures 13 and 14). The lower ends of the members I48 areinterconnected by a transverse member I49 and the carlines I34, I35 are interconnected between the members I38. I 45 by longitudinal I50. Further longitudinal members I5I interconnect the carlines along the margins of the panel I41 which is centrally reinforced by 2 sections I52. The members I34, I35, I48 and I50 are closed box sections composed of sheet metal so as to combine relatively great strength with light weight.

After the dome unit has been preassembled as shown in Figure 14, it is lowered into the opening in the roof unit so that the extending members I M to I44 pass through the openings I33 of the wise, the dome cross members I49 are secured to the inward margins of the roof panels H9, and

1'. finally the'spaces between the inboard margins of the corrugated panels I23, I24 and the rails I49 are covered by cowl panels I53 simultaneously with the attachment of a deflector strip I54.

Finally, the spaces between the sides of the cowl panels I53 and the lower margins of the dome panels I 36 and the upper-margins of, the corrugated lateral roof panels H2 are covered on each sideby a corrugated strip I55whicli also channel-section lowered aisle 11 covers .the openings I33 permittingthe connection between the egtensionsitt of'the dome unit with the'rails 125 of "theiroof .unit.

The complete assembly Asindicated briefly in the course of the description of the several individual'units U, S, R and D, the roof unit R will be preassembled with "the dome unit D and hereupon final connection "willbemadeof the side wall units with the under- .frame unit and the roof unit.

During or after this final assembly, the bulkhead walls 29 and 39 will be installed. These bulkhead walls, though not shown in detail, are preferably skeleton'structures covered on the-one side by and integrally-connected with a shear "panel. These bulkheads arefirmly tiecl1into the .SldBZWallS, the underframe and the roof attire endsof the dome. It was described 'hereinbefore how the bulkheads are continued into the underframe by the webs it and 65, respectively, and.

furthermore, by the cross bearers 66 and fi'l.

The bulkheads 29 and 36 are, furthermore,

interconnected by the supporting structure for the dome floor 28, which structure includes the 15'! (Figures 4 and 6).

As diagrammatically illustrated in Figure 6, the car may be considered as consisting of three sections, the non-vestibule end section 53, the vestibule end section H39, andthe dome-section I60. 'These sections, which have their floors at different levels, may be considered as three boxes h vin he adjoining bulkhead walls 29=and 3e in:common. In this arrangement, the bulkheads ihelp considerably in collaboration 'with the de- :scribed construction of underframe, .side walls and roof sintheitransrnission of the stresses.

The drawings show also exteriorand interior cequipment'such as-reinovable outer panels I'Bi, baggage racks Hi2, floor boards I63, etc. (Figure 14), all of which are believed not to require detailed description because they may be of stand- :ard construction or are even disclosed in detail in'the applications of the co-inventor Walter B. Dean, reierredito'hereinbefore.

The openings surrounded by the described members 134, 35, I38, l38, 53, i5: are glassedin'preferably by'outer'ourved panes 54 and inner safety-glass panes E55 (Figure 4).

It requires scarcely mentioning that the different members entering into'the construction consist mostly of sheet metal profiles, preferably "of high tensile stainless steel, and are integrally connected with each other preferably by electric spot welding, unless other connecting methods are indicated in the drawing.

While, for the salre of convenience and briefness, in the foregoing description sometimes the construction on one side or on one end only has been described and/or shown, and though sometimes it may nothave been mentioned specifically "that the same construction appears also on the other side oron the other "end, it will be obvious to the reader wher such conditions exist, so that no lengthy rep-c itious explanations are necessary.

It will :also understood that the invention is not restricted tot-he illustrated embodiment but that basic princi les are applicable 'to other constructions and that modifications, without departing from the spirit of theinventicn, will ocour to those skilled in the art.

Protection is sought for the invention as broadly as expressed by the spirit and the lan- -guage'of the attached claims.

What is claimed is:

1. .In a railway car: an underframe, side walls and a :roof; wheel-supported car end "portions having the underframe :at a first level; a car :rniddle portionprovi'dedwith a'dome projecting above the roof of said end portions and having 'theunderframe at asecond level belowsaid first 'leveljwsaid underframe, side walls androof constituting-main stress-transmitting and load-supporting elements of the :car; apair of vertically and transversely arranged bulkheads located respectively at the transition from'the end portions to the mid le'portion andstructurallywnheated to ro'oi,:side walls and'underframe; said bulkheads heing formed as structural elements transferring stresseslfrom the underframelatthe :first .level to the iunderframeat the lower second levelrfrom the underfrarneiintothe side walls,

and from itheirooi into the side-walls.

2. In a railway car: an iunderframe and-side walls; -afirst cart portionhaving theunderframe at a first level; :anadjoining :car portion havin the underframefa-t aesecond level below theaforesaid 'first levei; said :underfrarne and'side walls 1 constituting zinain stress-transmitting 1 and loadsupporting elements-of the carra verticallyand transversely arranged bulkhead located at the transition of said portions and stress-transmi-t 'tingly "connected to said .side walls .andiunderframe; said bulkhead being a main structural element -.of the car assisting in the transfer of stresses from the underframeat one -lev.el. to the underfrarne at the other level and from .the underfrarne into the-side walls.

3. In a railway car: side walls "and a roof-icon- .stitutinginain stress elements; an interruption tot-the roof for-a dome 1 transverselyand vertically arranged bulkheadzstructures located at the ends of said roof interruption and stress-transmib' tingly connected with roof and side walls; said bulkhead structures being imain structural telev.rnent-s of the car .and being shaped and constructed for transferring Y, stresses from the roof -.adjacent the interruption into the side walls.

A.1In.a.railwaycar having a roof ,provided over a -longitudinal region located between its ends with an observation dome under which passengers maybe accommodated on an elevated floor, said railway .car being composed of the following longitudinally extending main subassembly units: can underframe unit, wall units, a .roof unit. the .latter extending over the entire length of theicar and provided with an opening at the .l'o-

cation of the dome, and a dome unit.

5. In a railway scar: normal-level floor areas atand adjacentthe wheel-supported ends and a low-level floor area between said normal-level floor areas, an underfrarne, an underframe center sill of relativelygreatheight and cross sectional area in each of the normal-level floor areas adjoiningthe low-level floor area, a shallow under- 'frame center sill of 'less height in the low-level fioor area which projects inboth directions be- ,yond the low-level area and is overlappingly securedrto the underside of the center sillsin the normal-level floor areas, througherunning side sills extending ccntinuouslyalong the normallevel and-the loweleveLfioorareas, ad-ditionalside sill members extendingalong thelow-levelfioor area and therebeyond and being overlappingly secured to the through-runningside sillmernbers, transverse str ss-transmitting .memhei's .interconnecting the center'sills in the normal level l3 floor areas with said side sills and theiradditional side sill members in regions adjacent the lowlevel floor area for transmitting stresses from the center sills in the normal-level floor areas partly into the center sill of the low-level floor area and partly into the side sills.

6. In a railway car according to claim-5, having said transverse members constituted at least in part by horizontal shear 'panels reinforced by longitudinally spaced vertical transverse webs.

7. In a railway car according to'claim-B, having the normal-level floor areas provided with a horizontal shear panel interconnecting the 'side sills and the center sill and being integrally connected with vertically arranged longitudinally spaced transverse webs, said shear panel and its r -si d'e' s'ills extending along both regions at said sills, said downwardly extending reinforcements forming supporting means for the floor in said second 'region.

14. In a railway car according to claim 13,

said downwardly extending reinforcements presenting skirts arranged in continuation of skirts which are at least in part removabl connected with the car in the first region.

15. In a railway car according to claim 13,

said downwardly extending reinforcements comwebs being of heavier gauge in the regions adjacerit the low-level floor area so as to constitute the said transverse members floor area to the side sills. h

8. In a railway car according to claim 5, havtransmitting stresses from the center sills in the normal-level ing said transverse members constituted in part by a step adjacent the ends of the low-level-fioor area, which steps are inserted between the endsof the center sills of the normal-level floor area and the side sills.

9. Center sill construction for a railway car having normal-level floor areas at both ends and a low-level floor area between such ends, said center sill construction having for each normallevel floor area a portion of great height the neutral plane of which is located below its geometric center and a center sill portion for the low-level floor area of greatly reduced height,

wardly facing channel having great height and its neutral plane arranged considerably below its geometric center. the center sill for the low-level floor area being a shallow closed'box section overlappingly secured by extensions to the bottom wall of the center sill in the normal:

level area, this arrangement resulting in a close spacing between the neutral planes of the adiil joining center sills so that the momentum ere ated by longitudinal stresses is kept small.

11. Center sill construction for railway cars having adjoining sections at different floor levels,

thebenter sills for the adjoining sections having one horizontal through-running wall in common to which are secured vertical center sill mem'-* bers, the vertical sill members in the higher-" floor-level area being secured to the top and the vertical center sill members in the lower-floor? level area being securedto the underside of the through-running horizontal wall.

12. In a construction according to claim 11, having the vertical members secured to the un-.

derside of the through-running wall extended for a certain distance into the higher-fioor-level prising a second sill structure arranged at a distance below said side sill on each side of the car,

"longitudinally spaced vertical members interstructure and a shear panel extending across and structurally connected with each said sill, second sill structure and vertical members.

16. In a railway car having wheel-supported end regions with a floor at a first level and a mi-ddle region with a floor at a second level, said railway car comprising a preassembled underfram unit and preassembled side wall units, said funderframe unit having means for transmitting a large portion of the stresses from center sills in said end regions into through-running underframe side sills, said side sills being strongly reinforced in and adjacent the middle region; said side sills forming part of final assembly means between the underframe unit and the side wall units, said side wall units comprising posts interconnected by longitudinal chord members, including bottom jsills which interconnect the lower ends of certain Qsaid posts and constitute parts of the final assembly means between the sidewall units and the underframe unit, said bottom sills being restricted to the end regions while the side wall units are free of such bottom sills in the regions of the reinforcements of the side sillsof the un- ;derframe unit so that in the last-named region the. freely projecting lower ends of the posts are Qwardly therebeyond, a transverse vertical wall structure at each end of the dome and connected with roof and side walls, a floor for supporting passengers in the dome, said floor being arranged lower than the roof and supported at least partly by said transverse wall structures.

18. In a railway car, a roof having longitudinally spaced carlines tied into side wall structures, a space between two successive carlines for the insertion of 'a dome unit, laterallong'itudinal reinforcements connecting a plurality of carlines adjacent said space, a dome unit having ,transverse longitudinally spaced carlines interconnected by lateral longitudinal reinforcing means,

said last-named means having extensions projecting longitudinally beyond the dome carlines for overlapping engagement with and securement to said reinforcements of the roof carlines.

area so as to afford an overlap-joint for with].

standing the momentum incident to the spacing between the neutral planes of the adjoining cen} ter sills.

13. In a railway car having a floor in a first longitudinal region at a first level and a floor j a second adjoining region at a second lower levelf" 19. In a railway car, a roof having longitudinally spaced carlines, a larger space between two successive carlines for the insertion of a dome unit, lateral longitudinal, reinforcements con-- necting a plurality of carlines adjacent said space, shear panels overlapping and secured to -;;a plurality of carlines adjacent said space and to said reinforcements, a dome unit having trans- :15 l averse longitudinally "Spaced icarline interconfnected byilateral longitudinahreinforcing means, said l ast named means having extensions -profleeting "beyond :the end of the 'dome 'carlirres for overl'apping engagement with andesecurement'to said reinforcements "of the .l-roof -ca-r1ines, :said shear panels having openings, permittingfthepas- 'sage of saidiextensions. 1

I20. In at railway car having Fa -roof provided with 'an'observation dome projecting upwardly 'above' -an adjoining roofporftionysaid roof eonstituting a main stress-transmitting element'and being v,tprovided longitudinally "adjoining said dome with a transversely extending first shear ap'anel, second shear ;-panels arranged along :the lower longitudinal sides of the dome, said first and second lshear panels being stress-transmit- "tingly connected for itransferring'stresses from the roofinto tthetsecond shear panels and thereby ,pastthe dome. v

21. In :.a railway -car having a roof provided "with an observation dome projecting upwardly :above an adjoining roof portion, said roof con- :-stitutinga main stress-transmittingaelementand .being provided i-longitudinally adjoining said dome with a transversely extending :first shear panel and with longitudinallyzcontinuouslateral esecond -shear panels, third shear panels arranged along the lower longitudinal sides of the dome above and contiguous withe-said second shear lpanels, said shear :panels being stress-transmit- -wtingl-y connected .for transferring stresses vby the first shear panel from :the roof into the second :and third shear panels and thereby ,past the @dome, said third shear panels constituting -reinforcements in the :region weakened Joy the dome l22. In a roof for arai'lwayrcar, longitudinally spaced .roof carlines lhavingjtheir ends interconnected .by longitudinal lateral structures, .a dome in said (roof extending ziipwardly therebe- ,yond, ilongitudina'lly sspacedfdome carlines con nected to .said "structures in tahregion adjoining lthevregionlof saidroof carline'apurlines arranged vclose to vand .onibothisides iofithe middle line .of the roof .and connected with ;-said roof carlines, vlongitudinal reinforcements of the dome extend- 'i'ng across .the ends .and the top of the dome in extension of said ,purlines, and means forstruclturally interconnecting said lpui'li'nes and said reinforcements.

I23.'In a roof for a railway c'ar, longitudinally spa'c'ed'roof carlin'e's'having their ends interconnected by longitudinal lateral structures, .a dome "in said roof "extending upwardly 'therebeyon'd, longitudinally spaced doin'e carlines connecte'd'to said structures ina region adjoining the region of said mar carlines, purlines arranged close to :J'and 'on'both sides'of themi'ddle line o'ffthe roof and -connected with said "roof 'carlines, longitudinal reinforcements "of the dome extending across the ends and the top of :the dome in extension *of said purlines, shear panels "structurally interconnecting said gjpurlines with said ireinforcem'entsrand a plurality of roof carlines 'adj'acent the'dome.

24. i-An observation dome unit for insertion into :an opening of :and'connection with a roof of a railway :car, said unit comprising longitudinally spaced transverse 'carlines, central and lateral longitudinal rail structures interconnecting the carlines, and transverse rail structures at the ends of the dome, said lateral and transverse railst-ructures and the lower ends of the carlines being 'folmedas -means .for "the final assembly of the dome with mating means on the roof.

25. In ..a irailway .car: a high-level floor area and an adjoining low-level floorarea, an under- -frame, a first underframecenter sill of relatively great heightand crosssectional-area Lin .thelhig h- ,level floor-.area a second lunderframe center sill of Jess height in the low-level fioor areaover- -lappingly secured to said first eenter sill, said :first eenter sill (having its neutral plane .at .a "higher level than the neutral plane .of .said...sec- 0nd center sill, side sills extending uninterrupted- ;ly valong adjoining regions of .said two floor areas, transverse members connected with said first center sill above the neutral ,plane thereof .and with said side :sills, the construction affording= that longitudinal stresses from said first center. "sill are transmitted partly into vthe side sillsrby said transverse members at a levelabove the first center lsillis .neutral plane and partly "into ithesecond reenter .sill below the first center isills neutral plane.

.26. In ;a railway car: ;a high-level floor .area and an adjoining low-level vfloolxarea, an .underlframe center lsill in the "high-level filoor .area, an underi-rame structure in the low-level .fioor .area overlappingly secured to said first center sill Vin there'gion adjoining-thellow-level floor area,.said

cen'ter .sill having its .neu'tral plane at a higher level than 'the neutral plane of saidunder'frame structure, frame structures along 'the "lower "lateral margins of the-car extending uninterruptedlyalongadjoining regions of said two floor areas, transverse members connected with said center sill above the neutral'plane thereof and with said last marginal frame structures, the construction affording that longitudinal stresses 'fromsaid c'entersill are transmitted partly into "the marginal frame structures by said transverse members at a level above the .center sillslneutral jplan'e and partly into the underframe structure "below .the first (center sills neutral plane.

WALTER/B. DEAN. .ALBERT G. iDEAN.

REFERENCES CITED The following references are .of record in the .file (of this patent:

UNITED :STATES PATENTS Number '"Name Date 213223341 'Kock -'et"al. June '29, I943 "213 6709 Dean v Jan, '9, 1945 2,405,136 Dittrich Aug. 6, v19146 

